Improvement in dumping-wagons



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J. SKEEN. Improvement in Dumping-Wagons.

` Patented June 25, 1872.

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J. SKEEN.

improvement in Dumping-Wagons. No. 128,429, Patentedlune 25,1872.

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l. SKEEN.

Improvement in Dumping-Wegens. No. 128,429, Patented J'une 25,1872.

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J. SKEEN.

Improvement -vn Dumping-Wagons.

Patented )u ne 25,1872.

Inventor.'

UNITED JACOB sknnn, on MCUNI) CITY, ILLINOIS.

IMPROVEMENT IN DUMPING-WAGONS.

Specification forming part of Letters Patent No. 128,429, dated June 25, 1872.

SPECIFICATION.

To all 'whom it may concern: Y

Be it known that I, JACOB SKEEN, of Mound City, in the county of Pulaski and State of Illinois, have invented a new and useful 1mprovement in Dumping-VVagon; and I do hereby declare that the following is a full and exact description ofthe same, reference being had to the accompanying drawing and to the letters of reference marked thereon.

In the drawing, Figure 1 is a side elevation of my wagon with a part broken out, showing the brake in position; Fig. 2, a similar elevation ofthe body detached, showing the pivotal .bearin gs, and the contrivances for lookin g the same in position 3 Fig. 3, a similar view of the frame, with the body removed, and with the Iifth-wheel in section; Fig. 4, a top view of the same; Fig. 5, an end elevation ot' the wagon from the rear; Fig. 6, a vertical central cross-section through the hind wheels; Fig. 7, a vertical longitudinal central section of the hub to the hind wheels, and detached views of the lower end ofthe spokes; Fig. 7g, a separate plan view of one ofthe portions of the hub; Fig. 8, an end elevation ot' the wagon from the front; Fig. 9, a vertical crosssection throughy the center of the wagon; Fig. 10, a similar section through the center of the body; Fig. 11, a separate view of the main rocker-bar; Fig. 12, a modification ofthe same; Fig. 13, a top-plan view of the upper part of the fifth-wheel; Fig. 14, a vertical central section of the same; Fig. l5, a top planof the lower part ofthe fthwheel, Fig. 16, avertical central section of the same; Fig. 17, a separate View of the bolt which holds the two parts of the lifth-wheel together; Fig. 18, a vertical cross-section through the bolster and fifth-wheel; Fig-19, a side elevationof the wagon with the body dumped and the frame partly in section.

Like letters of like kinds denote similar parts in each figure.

f The object which I have in view is an improx-'ement upon thedumpin g-wagon for which rangement of the fifth-wheel; in the construction and arrangement of the devices for locking the body in position; in the construction and arrangement of the brake; in the construction of the hub to the hind wheels; in the construction of the spokes, and in the manner ol' securing them in place 5 inthe construction and arrangement of the spindles and their bearings; in the construction and arrangement ofthe tail-board; in the means employ ed to prevent the rear end of the body from spreading; in the construction and arrangement of the rocker-bar and its connections; and in the construction and arrangement of the frame. y

Inthe drawing, A represents the body of the wagon, B the hind wheels, C the front wheels, and D the Inetallic bed-block which supports the fifth-wheel, which is secured to it and is in turn supported by the springs of the wagon. The litth-wheel, which is composed oI a lower ring, E, and an upper ring, E', of cast metal, preferably steel, is construct ed of the,` form shown particularly in Figs. 13, 14, 15, and 16, the lower ring having a body, a, arranged nearly in vertical line, and inwardly-projecting horizontal iiange al at vided with rectangular openings a3. Into and upon this ring the upper ring E tits pretty closely, conforming in its outside shape to the inside shape of the lower ring, and having a similar body, b, inwardly-projecting flange b1, and, inaddition, a flange, b2, outwardly projecting from the top of the body, which lastnamed llange has openings b3, inwhich are standards c, threaded at their tops and provided with nuts, and at their bottoms countersunk so that the bottom of the lange b2 presents a smooth surface where it turns upon the top of the body a. The two rings are secured together so as to turn freely, however, one upon and within the other, by means of square bolts F, shown particularly in Fig. 17 having projecting heads d, shoulders d1, and threaded bottoms provided with nuts. These bolts pass through the openings a3 in the ears ot' the lower ring, as far as their shoulders,

the ilanges b1 of the upper ring, and are sethe bottom, and ears a2 upon said flange prowith their projectingrheads extending over cured by the nuts screwed up against the unl centrally under the bottom of the Wagon, as

shown in Fig. 2, and turns in suitable bearings, f, f1, and f2, extending to a point near the rear end of said body. At this point it has two cranks, g and g1, set opposite to each other, upon Which are pivoted at right angles pitmen g2 and g3, pivoted in turn to bolts g4 and g5 which pass through suitable bearings, ge and g", secured to the bottom of the body aforesaid. By turning the lever e in one direction away from a vertical line these bolts are shot into proper openings h incased with metal on the inner sides of the said rails, and the body of the Wagon is held securely in a horizontal position. When the lever is turned in the other direction the bolts are withdrawn, and the body of the Wagon is in condition to turn upon its axis and dumpvits contents.

The side rails H of the Wagon, before spoken of, are made of heavy timber, in the form shown in Fig. 1, and tied together as before stated by the bolster-ties at the front ends. At the rear ends, and covering them, is a cross-tie, H1, dovetailed and mortised into the ends of said rails, and otherwise firmly secured thereto. The side rails are also secured together by a central cross-tie, H1, firmly secured at either end to the under side of the outside rails,- and covered upon its bottom With a metal plate. Upon the top of this cross-tie H2, and near either end of it, are placed the rockers J and Jl, shown in Figs. 2, 3, 9, and 19, composed of a lower bearing, J1, the base h1 of which is securely fastened upon said cross-tie, While its ears h2, having circular openings h3, embrace the ear i of the upper bearing J, Whose base lil is securely fastened to the body of the Wagon. A semicircular recess, i2, in the base of the upper bearing, permits the top of the ear h1 to rest upon it in its operation, and serves to relieve the rocker-bolt G from injury from sudden shocks, and is assisted in this result by a similar curved recess, 3, to coincide with the curved form of the ear t' Whose outer surface turns in said recess.'

The rocker-bolt Gf just mentioned, shown particularly in Fig. ll, passes through the side rails from outside to outside of the wagon, and through the ears of the rockers before described, having a portion, j, near each end squared Where it passes through the brakelevers, and is made a little tapering, so that it may be inserted from one side.- It is secured in place by nuts upon its threaded ends, and is turned a little in the movement of the brakelevers. A modification of this rocker-bolt is shown in Fig. l2, having, instead of the squared portion, a key-seat for a spline. Upon this v squared portion of thc rocker-bolt are placed on each side of the Wagon, in suitable openings in the side rails, the brake-levers K of cast metal, preferably of steel, the form of which is shown in Fig. 1, in such position that the heavy shoe k, by its Weight, Will hang a little distance from the rim of the Wheel, when not applied as a brake. One of the brake-levers may have a long handle, as shown in Fig. 1, for operation by hand, when the driver is Walking, and the other may be provided with a rod or chain for use by the driver when upon the wagon. In either case the movement of one of the levers applies both of the shoes at once as brakes.

The rear ends of the Wagon-body are rounded, as shown inl Figs. 1 and 10. Outside of these ends a standard, L, is mortised rmly into the side pieces, and held securely by a curved metallic brace, h, secured to its top and to said side piece, the position of which standard is 'such that the outsides of the rear end of the Wagon-body play quite closely between them, and they thus serve, alnon g other purposes, to keep the sides of said body from spreading, as is apt to be the case in bodies, particularly those which Widen a -little, as this does, toward the rear, and are used for carrying heavy loads, like coal, iron, and

ore. t

The tail-board M is pivoted -to the outside of the end cross-tie of the Wagon, as shown in Figs. l and 3, and is provided upon its inner side with a box, m, built of boards, largest at its top, and curved inwardly toward its bottom, when in place, which line of curvature causes it to lit closely over the curved ends of the Wagon-body. This box has a length which enables it to iit closely between the insides of the standards L, and it is held in place vertically by bolts m1 secured to the outside of said standards near their tops, Which bolts pass through proper openings m2 in such tail-board, and are secured by suitable pins m3.

The object of the curved box m, above described, is to make a closer tit to the end of the body and to give a freer discharge of the load, it being intended that in the ordinary use of the wagon in dumping the tail-board should be kept up.

A metallic bar, N, extending between the standards L and secured upon the end crosstie before named, serves to protect the crosstie and the end of the body, when the tailboard is down, in carrying loads which project beyond the Wagon.

The hind Wheels of the Wagon turn through openings in the side rails7 as shown in the patent of May 28, 1871. The hub of this Wheel is made of cast metal, preferably of steel, in two portions, O and O', and is shown in detail in Fig. 7, and the portion O is shown separately in Fig. 7%. The portion O has a disk, o, upon one side of which are radial flanges 01, which are so arranged that in every instance each flange has a corresponding one directly opposite to it in the same line of direction, and each opening o2, between two of the flanges, has a corresponding opening opposite.

By this arrangement of the flanges and openings I am enabled to have every part finished up in a planer and a lathe. These iianges, moreover, taper gradually from outside toward the centers, which do not come together, but leave a circular openin g, o3. These flanges are, moreover, furnished with holes o4 for the purpose of securing the two portions of the hub together. Upon the other side the disk o `is cast with a projection, o5, with a groove, o6, upon it, a shoulder, o", and outside of that a spindle, o3. A circular opening, o9, passes longitudinally through this spindle, and the projection before named, and the center of the disk. The other portion 0 of this hub has a corresponding disk, p, a similar projection, p1, and spindle p2 on the outside, but smaller than the corresponding parts on the portion O, and on the inside of the disk aprojection, p3, of a size to lit closely into opening o3 between the inner ends of the flanges before named, a corresponding circular longitudinal opening, p4, through the spindle and projections named, and holes 'p5 in the disk, through which, and through the holes in the ianges before named, proper threaded bolts pass and hold both portions of the hub together.

Cast-metal bearings P, preferably' of steel, are secured upon the under sides of the side-rails of the form shown lin Figs. 1 and 3, and provided with openings for the hollow spindles before named to turn in, having recesses q around the outsides of such openings, into which, upon the insides of such bearings, the. shoulders of the spindles fit and turn, and are secure from sand and dirt, while upon the outsides similar recesses serve the same purpose for .the head, and the circular nut upon a tiebolt, Q.

This tie-bolt, which serves as additional security for the hub, passes through the same in the longitudinal openings before named in the spindles, and may turn with them, which result is promoted by the projection of the ends of the spindles a triiie into the outer recesses before named in the bearings, by means of which the nut of the bolt being screwed up tightly will not touch against the bearing in its' revolutions, neither will the head of the bolt at the opposite end.

The spoke It has its lower tapering end r covered with a strip of sheet metal, r1, bent around said end, and secured by passing a headed pin through it and the spoke, and upsetting the point so that the same cannot withdraw. Upon one of the ends of the strip of metal, preferably that end where the head of the pin is, a slot, r2, is made in continuation of the opening through which the pin passes. l/Vhen the spoke is driven toits place there will be a slight elongation of the strip of metal in a wedging form, which will serve to hold the spoke in its place very securely.

In the construction of a dumping-wagon like this, for use in cities, it is essential that it ma-y occupy but a small space in the street when loading and unloading, an'd may be turned in a small compass. This is effected by my fifth-wheel, which is capable of an entire revolution, and which, in addition, has the merit of great strength with little weight and extreme cheapness, requiring ordinarily no preparation 'after casting but cleaning in a tumbling-box; but the separate running-surfaces may be smoothed by turning one within the other, or may be finished entirely without and within on a lathe.

In such a wagon, moreover, which dispenses with a hind axle, the peculiar construction of the hub becomes essential, and has the advantages of great strength, lightness, a-nd cheapness, of running easily, and of being secure from dirt and sand.

The operations of the several parts of my' device which have not been explained in detail are obvious upon inspection of the drawing, and the advantages of construction are equally apparent.

Having thus described my dumping-wagon, whatI claim as new therein, and my own inven tion, is 1 1. The combination, in a fifth-wheel, of the cast-metal rings E and E and the hook-bolts F, constructed and operating substantially as set forth.

2. The means employed for locking and unlocking the body of the wagon, so that the same may be held in a horizontal position or in a position for dumping, consisting of the rod I provided with cranks g g1, pitmen g2 g3, and bolts g4 g5, substantially as described and shown. I

3. The combination of the brake K 7c with the rocker-bolt G, constructed and operating substantially as set forth.

4. The hub O O', constructed and arranged substantially as described and shown.

5. The spokes It, provided with sheet-metal strips r1 having the slot r2, constructed, arranged, and operating substantially as described and shown.

6. The combination of the spindles o8 and the bearin gs P, constructed and arranged substantially as described and shown.

7. The tail-board M provided with'box m,

constructed and arranged substantially as described and shown.

8. The combination of the braced standards L and the body ofthe wagon, substantially as described and shown.

9. The combination of the rockers I I1 with the rocker-bar G1, constructed and arranged substantially as described and shown.

10. The combination of the side rails H, bolster-ties G, and cross-ties H1 and H2, con-- strcuted and arranged substantially as described and shown.

Witnesses: JACOB SKEEN. H. GARLIN CLARK, G. H. GREELY. 

